JP2012086644A - System and method for controlling vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control system that can improve synthetic efficiency of energy of the vehicle.SOLUTION: The vehicle control system includes: a power generator which generates electricity by operation of a power source; and a driving part which drives a driving system of the vehicle by power supply from a power generator. The system also includes: a request power generator output deriving part which derives the request power generator output which is the output of the power generator required for driving of the driving part according to the gas pedal operation; an output change speed deriving part which derives the output change speed when a cumulative total of efficiency of the power generator over a prescribed period of time is the largest, among a plurality of cases in which output change speed of the power generator until the output of the power generator reaches the request power generator output differs respectively; a real power generator output calculation part which computes present output of the power generator based on the output of the power generator output change speed and processing period computed last time; and a power source operating point deriving part which derives the operating point of the power source corresponding to present output of the power generator; and controls the power source to operate by an operating point which power source operating point deriving part derived.

Description

  The present invention relates to a vehicle control device and a control method.

  FIG. 14 is a block diagram illustrating a series HEV system disclosed in Patent Document 1. The power train 1 in the series-type HEV (Hybrid Electrical Vehicle) shown in FIG. 14 is a first rotating electrical machine 3 that is directly driven by the engine 2 to generate electric power, and the electric power is supplied to drive the wheels 5. A two-rotary electric machine 4. In the power train 1, at least one of the torque and the rotational speed of the engine 2 is controlled according to the change in the power generation amount required for the first rotating electrical machine 3, and the intake pressure of the engine 2 does not substantially change. Maintained. As a result, the amount of energy loss associated with the battery 11 is minimized, the pumping loss of the engine 2 is reduced, and the overall efficiency of the powertrain 1 (the chemical energy of the fuel is finally reduced to the mechanical energy of the drive wheels). It is described that the energy conversion efficiency of the entire power train until it is converted into (2) can be improved.

JP 2008-087758 A

  In order to improve the overall efficiency, it is conceivable to increase the thermal efficiency of the engine by using a technique called EGR (Exhaust Gas Recirculation). EGR is a technique in which a part of exhaust gas after combustion is re-intaken into the engine. As shown in FIG. 15, the thermal efficiency with respect to the output of the engine using EGR differs depending on the exhaust gas recirculation amount (EGR amount), and is higher as the EGR amount is larger. However, as shown in FIG. 16, the EGR amount decreases as the engine output is changed faster.

  When an engine using EGR is used for a series-type HEV, the power generation efficiency of the generator that generates power by the output of the engine is maximized when operating at a constant power output, and the change rate of the power generation output is The faster the speed, the lower it. Therefore, in a series-type HEV in which it is not always necessary to match the consumption output and the power generation output, the power generation efficiency of the generator is improved by making the change speed of the power generation output slower than the change speed according to the output requested from the driver. As a result, the overall efficiency of the vehicle is improved. In addition, depending on the operating conditions, the overall efficiency of the vehicle may be improved even if energy loss occurs via the battery because the speed of changing the power generation output is slow.

  In the series HEV powertrain 1 disclosed in Patent Document 1 described above, the engine 2 is controlled so that the first rotating electrical machine 3 sequentially generates power according to the demand of the second rotating electrical machine 4, The overall efficiency of the vehicle is not necessarily optimal.

  The objective of this invention is providing the control apparatus and control method of a vehicle which can improve the total energy efficiency of a vehicle.

  In order to solve the above-described problems and achieve the object, a vehicle control device according to a first aspect of the present invention includes a power generation unit that generates power by operating a power source (for example, the internal combustion engine 109 in the embodiment). For example, the vehicle includes: a power generation unit 123 in the embodiment; and a drive unit that drives the vehicle drive system by supplying power from the power generation unit (for example, the consumption unit 125 in the embodiment). A required power generation unit that derives a required power generation unit output that is an output of the power generation unit necessary for driving the drive unit according to an accelerator operation in the vehicle, which is a control device (for example, the management ECU 119 in the embodiment) The output derivation unit (for example, the required power generation unit output derivation unit 207 in the embodiment) and the power generation unit output change speeds until the output of the power generation unit reaches the required power generation unit output are different from each other. An output change rate deriving unit (for example, an output change rate selecting unit 227 in the embodiment) for deriving an output change rate when the cumulative total efficiency of the power generation unit over a predetermined time period is the largest, Based on the calculated output of the power generation unit, the output change speed derived by the output change speed deriving unit, and the processing cycle, an actual power generation unit output calculation unit (for example, in the embodiment) An actual power generation unit output calculation unit 229) and a power source operation point deriving unit (for example, implementation) for deriving an operation point of the power source corresponding to the current output of the power generation unit calculated by the actual power generation unit output calculation unit An internal combustion engine target operating point deriving unit 231), and controlling the power source to operate at the operating point derived by the power source operating point deriving unit.

  Furthermore, in the vehicle control apparatus according to the second aspect of the present invention, the output of the power generation unit is performed at an output change speed that requires the most time until the output of the power generation unit reaches the required power generation unit output. Is an elapsed time until the output of the power generation unit becomes equal to the output of the required power generation unit, and depends on a difference between the output of the required power generation unit and the output of the power generation unit. A predetermined time deriving unit (for example, the predetermined time deriving unit 225 in the embodiment) for deriving the predetermined time according to a difference in output of the power generation unit is provided.

  Furthermore, in the vehicle control apparatus according to claim 3, the power source is an internal combustion engine that performs exhaust gas recirculation, and the power generation unit generates power by operating the internal combustion engine and the internal combustion engine. It is characterized by having.

  Furthermore, in the vehicle control device according to the fourth aspect of the present invention, the vehicle includes a power storage unit that supplies power to the drive unit (for example, the power storage unit 121 in the embodiment), and the drive unit includes: The motor is driven by power supply from at least one of the power storage unit and the power generation unit (for example, the electric motor 107 in the embodiment), and the control device is derived based on the state of the electric motor. The required output of the drive unit for deriving the output required for the drive unit from the output required for the motor based on the efficiency of the unit and the accelerator pedal opening according to the accelerator operation in the vehicle and the state of the motor Unit (for example, the consumption unit required output calculation unit 205 in the embodiment), and based on the difference between the maximum output that can be output by the power generation unit and the required power generation unit output, within the predetermined time So that the output of the drive unit reaches the driver required output, the power storage unit is characterized by controlling the power supplied to the drive unit.

  Furthermore, in the vehicle control method according to the fifth aspect of the present invention, the power generation unit (for example, the power generation unit 123 in the embodiment) that generates power by the operation of the power source (for example, the internal combustion engine 109 in the embodiment) And a driving unit (for example, a consumption unit 125 in the embodiment) that drives a driving system of the vehicle by supplying power from the power generation unit. The required power generation unit output, which is the output of the power generation unit necessary for driving the corresponding drive unit, is derived, and the output change speed of the power generation unit until the output of the power generation unit reaches the required power generation unit output, respectively In a plurality of different cases, an output change rate is derived when the cumulative efficiency of the power generation unit over the predetermined time period is the largest, and based on the previously calculated output of the power generation unit, the output change rate, and the processing cycle. Calculating a current output of the power generation unit, deriving an operating point of the power source corresponding to the current output of the power generation unit, and controlling the power source operating at the derived operating point. It is said.

  According to the vehicle control device of the invention described in claims 1 to 4 and the vehicle control method of the invention described in claim 5, the overall energy efficiency of the vehicle can be improved.

Block diagram showing the internal configuration of a series-type HEV The block diagram which shows the internal structure of management ECU119 The block diagram which shows the internal structure of the internal combustion engine operating point derivation | leading-out part 211 The figure which shows the input-output relationship and efficiency of the electrical storage part 121, the electric power generation part 123, and the consumption part 125. The flowchart which shows the derivation | leading-out method of the parameter for controlling the internal combustion engine 109 by management ECU119. The flowchart which shows the derivation | leading-out method of the parameter for controlling the internal combustion engine 109 by management ECU119. The flowchart which shows the derivation | leading-out method of the parameter for controlling the internal combustion engine 109 by management ECU119. Diagram showing consumption efficiency map The figure which shows the consumption part required output-demand power generation part output map Figure showing a predetermined time map The figure which shows the time displacement (electric power generation part output G) until the real electric power generation part output Gc becomes equal to the request | requirement electric power generation part output Gr for every different output change speed Vg, and the electric power generation part efficiency g corresponding to each time displacement. The figure which shows the relationship between the power generation part efficiency g for every output change speed Vg, and the power generation part output G Figure showing the maximum efficiency point map A block diagram illustrating a series HEV system disclosed in Patent Document 1 A graph showing the relationship between engine output and thermal efficiency for each EGR amount The figure which shows the relationship between engine output change speed and EGR amount

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the embodiments described below, the control device according to the present invention is mounted on a series-type HEV (Hybrid Electrical Vehicle). The series-type HEV includes an electric motor, an internal combustion engine, and a generator, and travels by using the power of an electric motor that is mainly driven by a capacitor as a power source. The internal combustion engine is used only for power generation, and the electric power generated by the generator by the power of the internal combustion engine is supplied to the electric motor or charged in the capacitor.

  The series-type HEV performs “EV traveling” or “series traveling”. In “EV traveling”, HEV travels by the driving force of an electric motor that is driven by power supply from a capacitor. At this time, the internal combustion engine is not driven. Further, in “series travel”, the HEV travels by the driving force of an electric motor that is driven by the supply of power from both the power storage device and the generator or the supply of power from only the generator. At this time, the internal combustion engine is driven for power generation in the generator.

  FIG. 1 is a block diagram showing the internal configuration of a series-type HEV. As shown in FIG. 1, a series-type HEV includes a battery (BATT) 101, a converter (CONV) 103, a first inverter (first INV) 105, an electric motor (Mot) 107, and an internal combustion engine (ENG) 109. And a generator (GEN) 111, a second inverter (second INV) 113, a gear box (hereinafter simply referred to as “gear”) 115, and a management ECU (MG ECU) 119.

  The storage battery 101 has a plurality of storage cells connected in series, and supplies a high voltage of, for example, 100 to 200V. The storage cell is, for example, a lithium ion battery or a nickel metal hydride battery. Converter 103 boosts or steps down the DC output voltage of battery 101 while maintaining DC. The first inverter 105 converts a DC voltage into an AC voltage and supplies a three-phase current to the electric motor 107. Further, the first inverter 105 converts the AC voltage input during the regenerative operation of the electric motor 107 into a DC voltage and charges the battery 101.

  The electric motor 107 generates power for running the HEV. Torque generated by the electric motor 107 is transmitted to the drive shaft 151 via the gear 115. Note that the rotor of the electric motor 107 is directly connected to the gear 115. In addition, the electric motor 107 operates as a generator during regenerative braking, and the electric power generated by the electric motor 107 is charged in the capacitor 101. The internal combustion engine 109 is used to drive the generator 111 when the HEV travels in series. The internal combustion engine 109 is directly connected to the rotor of the generator 111. The internal combustion engine 109 uses EGR (Exhaust Gas Recirculation) technology.

  The generator 111 is driven by the power of the internal combustion engine 109 to generate electric power. The electric power generated by the generator 111 is charged in the battery 101 or supplied to the electric motor 107. The second inverter 113 converts the AC voltage generated by the generator 111 into a DC voltage. The electric power converted by the second inverter 113 is charged in the battery 101 or supplied to the electric motor 107 via the first inverter 105.

  The gear 115 is a one-stage fixed gear corresponding to, for example, the fifth speed. Therefore, the gear 115 converts the driving force from the electric motor 107 into a rotation speed and torque at a specific gear ratio, and transmits them to the drive shaft 151.

  The management ECU 119 performs control of the internal combustion engine 109 and the electric motor 107 and the like. Note that the operation modes of the internal combustion engine 109 controlled by the management ECU 119 include a fixed point operation mode and an output follow-up operation mode. In the fixed point operation mode, the internal combustion engine 109 is operated at a constant rotational speed with the best fuel consumption. On the other hand, in the output follow-up operation mode, the internal combustion engine 109 is operated at a necessary number of revolutions according to the required output. In addition, the management ECU 119 performs switching control of the switching elements that constitute the first inverter 105 and the second inverter 113, respectively.

  Further, as shown by a dotted line in FIG. 1, the management ECU 119 includes information indicating the temperature of the battery 101, information indicating the rotation speed and torque of the electric motor 107, information indicating the rotation speed and torque of the generator 111, and Information indicating the accelerator pedal opening (AP opening) corresponding to the accelerator operation of the HEV driver is acquired. These pieces of information are sent to the management ECU 119 from a sensor (not shown) that detects each parameter. In the output following operation mode, the management ECU 119 derives a target torque (target engine torque) and a target rotational speed (target engine rotational speed) of the internal combustion engine 109 based on the acquired information, and the target engine torque and target engine The internal combustion engine 109 is controlled to operate at the operating point indicated by the rotational speed.

  FIG. 2 is a block diagram showing an internal configuration of the management ECU 119. As shown in FIG. 2, the management ECU 119 includes a consumption unit efficiency deriving unit 201, a motor required output calculation unit 203, a consumption unit required output calculation unit 205, a required power generation unit output deriving unit 207, and an operation mode determination unit 209. And an internal combustion engine operating point deriving unit 211. As shown in FIG. 3, the internal combustion engine operating point deriving unit 211 includes a required power generation unit output comparison unit 221, a required power generation unit output change amount calculation unit 223, a predetermined time deriving unit 225, and an output change speed selection unit. 227, an actual power generation unit output calculation unit 229, and an internal combustion engine target operating point derivation unit 231. FIG. 3 is a block diagram showing an internal configuration of the internal combustion engine operating point deriving unit 211. In addition, the solid line arrow in FIG. 3 indicates value data, and the dotted line indicates control data including instruction contents.

  Hereinafter, the operation of each component of the management ECU 119 and a method for deriving parameters (target engine torque and target engine speed) for controlling the internal combustion engine 109 by the management ECU 119 will be described with reference to FIGS. To do. In the following description, as shown in FIG. 4, converter 103 and battery 101 are collectively referred to as “power storage unit 121”. Further, the internal combustion engine 109, the generator 111, and the second inverter 113 are collectively referred to as a “power generation unit 123”. Further, the first inverter 105 and the electric motor 107 are collectively referred to as a “consumption unit 125”.

  5 to 7 are flowcharts showing a parameter derivation method for controlling the internal combustion engine 109 by the management ECU 119. 8 to 13 show maps used by the management ECU 119 when deriving parameters for controlling the internal combustion engine 109. These maps are stored in a memory provided inside the management ECU 119 or an external memory accessible by the management ECU 119.

  As shown in FIG. 5, the consumption unit efficiency deriving unit 201 is based on the rotation number (motor rotation number NE) and torque (motor torque Tr) of the electric motor 107 and the consumption unit efficiency map shown in FIG. 8. An efficiency of 125 (hereinafter referred to as “consumer efficiency”) m is derived (step S101). The consumption unit efficiency m is the total efficiency of the first inverter 105 and the electric motor 107 that constitute the consumption unit 125.

  Next, the motor required output calculation unit 203 calculates an output (hereinafter referred to as “motor required output”) Pm requested to the electric motor 107 based on the AP opening, the motor rotational speed NE, and the motor torque Tr (step S103). ).

Next, the consumption part required output calculation part 205 is based on the motor request output Pm and the consumption part efficiency m, and the output requested by the consumption part 125 (hereinafter referred to as “consumption part required output”) from the following equation (1) Mr is calculated (step S105).
Mr = Pm / m (1)

  Next, the required power generation unit output deriving unit 207 outputs the power required by the power generation unit 123 based on the consumption unit required output Mr and the consumption unit required output-required power generation unit output map shown in FIG. Gr is derived (referred to as “output”) (step S107).

  Next, the operation mode determination unit 209 compares the magnitude relation between the required power generation unit output Gr and the consumption unit required output Mr calculated by the consumption unit required output calculation unit 205 in step S105 (step S109). As a result of the comparison performed in step S109, when the required power generation unit output Gr is larger than the consumption unit required output Mr (Gr> Mr), the process proceeds to step S111, and the operation mode determination unit 209 controls the internal combustion engine 109 in the fixed point operation mode. Then decide. In this case, the management ECU 119 controls the internal combustion engine 109 to operate at an operation point corresponding to a predetermined engine torque and engine speed in the fixed point operation mode. On the other hand, when the required power generation unit output Gr is equal to or less than the consumption unit required output Mr (Gr ≦ Mr), the process proceeds to step S113, and the operation mode determination unit 209 determines to control the internal combustion engine 109 in the output follow-up operation mode.

  After step S113, the required power generation unit output comparison unit 221 determines whether the required power generation unit output Gr is equal to the actual power generation unit output Gc (step S119). If they are equal, the process proceeds to step S121. Proceed to In step S121, the internal combustion engine target operating point deriving unit 231 derives the engine torque and the rotational speed corresponding to the current operating point of the internal combustion engine 109 as the target engine torque and the target rotational speed. In this case, the torque and rotation speed of the internal combustion engine 109 are maintained. On the other hand, in step S123, the required power generation unit output change amount calculation unit 223 calculates the change amount ΔGr of the required power generation unit output Gr per predetermined time. If ΔGr ≠ 0, the process proceeds to step S125, and ΔGr = 0. If so, the process proceeds to step S129.

  In step S125, the predetermined time deriving unit 225 determines the difference between the required power generation unit output Gr obtained from the required power generation unit output comparison unit 221 and the actual power generation unit output Gc (required power generation unit output Gr−actual power generation unit output Gc) and FIG. The predetermined time A is derived based on the predetermined time map shown in FIG. The predetermined time A shown in the predetermined time map is the output of the power generation unit 123 that takes the most time until the actual power generation unit output Gc reaches the required power generation unit output Gr within the range of the output change speed that can be set. The elapsed time until the actual power generation unit output Gc becomes equal to the required power generation unit output Gr at the change speed is shown.

  Next, the output change speed selection unit 227 generates power with the largest cumulative power generation unit efficiency g over the period of the predetermined time A based on the predetermined time A and the output change speed map derived by the predetermined time derivation unit 225 in step S125. The output change speed Vg of the unit 123 is derived (step S127). The power generation unit efficiency g is the total efficiency of the internal combustion engine 109, the generator 111, and the second inverter 113 that constitute the power generation unit 123.

  FIG. 11 is a diagram showing a time displacement (power generation unit output G) until the actual power generation unit output Gc becomes equal to the required power generation unit output Gr for each different output change speed Vg, and the power generation unit efficiency g corresponding to each time displacement. It is. In FIG. 11, the displacement of the power generation unit output G and the power generation unit efficiency g when the output change speed Vg of the power generation unit 123 is the highest are indicated by solid lines, and the case where the output change speed Vg is medium is indicated by a dashed line, A case where the output change speed Vg is the lowest is indicated by a two-dot chain line. As shown in FIG. 11, the power generation unit efficiency g while the power generation unit output G is changing is worse than the power generation unit efficiency gs when the power generation unit output G does not change. However, the power generation unit efficiency g while the power generation unit output G is changing is higher as the output change speed Vg is lower. Also, as shown in FIG. 12, the power generation unit efficiency gs with respect to the power generation unit output G differs depending on the power generation unit output G, and is higher as the output change speed Vg is lower. Accordingly, the total of the power generation unit efficiency g over the period of the predetermined time A varies depending on the output change speed Vg, as indicated by the hatched lines in FIG.

  The output change speed map referred to when the output change speed selection unit 227 derives the output change speed Vg in step S125 indicates the cumulative power generation unit efficiency g of each output change speed Vg set for each different predetermined time A. Is obtained based on the relationship shown in FIG. 11 described above. As described above, in step S127, the output change speed selection unit 227 refers to the output change speed map, and generates power at each output change speed Vg corresponding to the predetermined time A derived by the predetermined time deriving unit 225 in step S125. The output change speed Vg having the highest cumulative value is selected from the cumulative efficiency g. On the other hand, in step S129 performed when the change amount ΔGr = 0 calculated in step S123, the output change speed selection unit 227 selects the current output change speed Vg.

After step S127 or step S129 is performed, the actual power generation unit output calculation unit 229 calculates the following formula based on the previously calculated actual power generation unit output Gc (i−1), the output change speed Vg, and the processing cycle τ. From (2), the current actual power generation unit output G (i) is calculated (step S131). Note that the processing cycle τ is a time required for the management ECU 119 to perform the general processing shown in FIGS.
G (i) = Gc (i−1) + Vg × τ (2)

  Next, based on the difference between the maximum output (hereinafter referred to as “power generation unit maximum output”) Gmax that can be output by the power generation unit 123 and the required power generation unit output Gr, the management ECU 119 includes the consumption unit 125 within a predetermined time A described later. The power supplied from the power storage unit 121 to the consumption unit 125 is controlled so that the output reaches the consumption unit required output Mr (step S132).

  Next, the internal combustion engine operating point deriving unit 211 determines the target of the internal combustion engine 109 based on the actual power generation unit output Gc calculated by the actual power generation unit output calculation unit 229 in step S131 and the power generation unit maximum efficiency point map shown in FIG. A torque (target engine torque) and a target rotational speed (target engine rotational speed) are derived (step S133). The target engine torque and the target engine speed derived by the internal combustion engine operating point deriving unit 211 in step S133 are the operations of the internal combustion engine 109 that maximize the power generation unit efficiency g when the internal combustion engine 109 is controlled in the output follow-up operation mode. The torque at the point and the rotation speed are shown.

  As described above, in the present embodiment, the accumulated value of the accumulated power generation unit efficiencies g of the respective output change speeds Vg corresponding to the predetermined time corresponding to the difference between the required power generation unit output Gr and the actual power generation unit output Gc. The output change speed Vg having the highest value is selected. That is, the power generation unit 123 having the best power generation unit efficiency g after comparing whether the output of the power generation unit 123 is quickly converged and then the efficiency of the subsequent power generation unit 123 in a steady state is obtained or is slowly converged with high efficiency. Output change speed Vg can be selected. When the internal combustion engine 109 is operated in the output follow-up operation mode, the management ECU 119 changes the torque and the rotational speed of the internal combustion engine 109 in a manner corresponding to the output change speed Vg selected by the power generation unit 123. Since the internal combustion engine 109 is controlled in such a manner that the power generation unit efficiency g is the highest, the overall vehicle efficiency combining the efficiency of the power storage unit 121, the power generation unit 123, and the consumption unit 125 is improved.

101 Battery (BATT)
103 Converter (CONV)
105 1st inverter (1st INV)
107 Electric motor (Mot)
109 Internal combustion engine (ENG)
111 Generator (GEN)
113 Second inverter (second INV)
115 Gearbox 119 Management ECU (MG ECU)
201 Consumption unit efficiency deriving unit 203 Motor required output calculation unit 205 Consumption unit required output calculation unit 207 Required power generation unit output deriving unit 209 Operation mode determination unit 211 Internal combustion engine operating point deriving unit 221 Required power generation unit output comparison unit 223 Required power generation unit output Change calculation unit 225 Predetermined time derivation unit 227 Output change speed selection unit 229 Actual power generation unit output calculation unit 231 Internal combustion engine target operating point derivation unit 121 Power storage unit 123 Power generation unit 125 Consumption unit

Claims (5)

A power generation unit that generates power by operating a power source;
A drive unit that drives a drive system of the vehicle by supplying power from the power generation unit, the vehicle control device comprising:
A required power generation unit output deriving unit for deriving a required power generation unit output that is an output of the power generation unit required for driving the drive unit according to an accelerator operation in the vehicle;
Output when the cumulative total of the efficiency of the power generation unit over a predetermined time period is the largest among a plurality of cases where the output change speed of the power generation unit is different until the output of the power generation unit reaches the required power generation unit output An output change speed deriving unit for deriving the change speed;
Based on the output of the power generation unit calculated last time, the output change speed derived by the output change speed deriving unit and the processing cycle, an actual power generation unit output calculation unit that calculates the current output of the power generation unit,
A power source operating point deriving unit for deriving an operating point of the power source corresponding to the current output of the power generating unit calculated by the actual power generating unit output calculating unit,
A control apparatus for a vehicle, wherein the power source is controlled to operate at an operating point derived by the power source operating point deriving unit. The vehicle control device according to claim 1,
The output of the power generation unit when the output of the power generation unit is changed at an output change speed that takes the most time until the output of the power generation unit reaches the output of the required power generation unit is the predetermined power generation unit. The elapsed time until it becomes equal to the output, and depends on the difference between the required power generation unit output and the power generation unit output,
A vehicle control apparatus comprising: a predetermined time deriving unit for deriving the predetermined time according to a difference between the required power generation unit output and the power generation unit output. The vehicle control device according to claim 1 or 2,
The power source is an internal combustion engine that performs exhaust gas recirculation,
The power generation unit includes the internal combustion engine and a generator that generates electric power by operation of the internal combustion engine. The vehicle control device according to any one of claims 1 to 3,
The vehicle includes a power storage unit that supplies power to the drive unit,
The drive unit includes an electric motor driven by power supply from at least one of the power storage unit and the power generation unit,
The control device
From the efficiency of the drive unit derived based on the state of the motor, the accelerator pedal opening according to the accelerator operation in the vehicle, and the output required for the motor based on the state of the motor, to the drive unit A drive unit required output deriving unit for deriving the requested output is provided.
Based on the difference between the maximum output that can be output by the power generation unit and the required power generation unit output, the power storage unit is connected to the drive unit so that the output of the drive unit reaches the drive unit required output within the predetermined time. A vehicle control device that controls electric power to be supplied. A power generation unit that generates power by operating a power source;
A drive unit that drives a drive system of the vehicle by supplying power from the power generation unit, the vehicle control method comprising:
Deriving a required power generation unit output that is an output of the power generation unit necessary for driving the drive unit according to an accelerator operation in the vehicle,
Output when the cumulative total of the efficiency of the power generation unit over a predetermined time period is the largest among a plurality of cases where the output change speed of the power generation unit is different until the output of the power generation unit reaches the required power generation unit output Derived the rate of change,
Based on the output of the power generation unit calculated last time, the output change speed and the processing cycle, calculate the current output of the power generation unit,
Deriving the operating point of the power source corresponding to the current output of the power generation unit,
A method for controlling a vehicle, comprising: controlling the power source that operates at the derived driving point.

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